Pneumatic dispatch system



Aug. 20, 1963 w. F. HUNTER 3,101,183

' PNEUMATIC- DISPATCH SYSTEM I Original Filed Opt. 7, 1959 v 2 Sheets-Sheet 1 2 CAMPRE'SSEDAIRTQNK WALTER FABER HUNTER,

I INVENTOR- I N BY 24m P RNEYS.

vac! 7 Aug. 20, 1963 Original Filed Oct. '7, 1959 w. F. HUNTER PNEUMATIC DISPATCH S-YSTEM ,0 2 Sheets-Sheet 2 K 2 8l- P 7 4 85 WALT RFRBERHUNTER I E VINV a E NTOR ATTORNEYS.

United States Patent 2 Claims. (Cl. 243--3) This invention relates to a tube or transportation in which a container containing goods is moved at high speed through a transportation tube by means of fluid pressure and wherein [the pressure may be supplied in the form of compressed air, steam, or water.

It is an object of this invention to provide an improved transportation system comprising a tube, which may extend from one city to another or through several cities or even through several states, and wherein the tube is provided with a series of transversely movable gates which may be operated from a single control tower and wherein means are provided tor admitting compressed air to the tube adjacent each side of each of said gates for propelling a carrier through the tube in either direction. The tube is provided with openings between some or the immediately adjacent gates and fluid pressure controlled brake means are provide-d lior stopping the carrier adjacent a predetermined opening in the tube for loading or discharging the containers and, in .which event, the gates may be operated for sealing the portions of the tube adjacent the opposite sides of the gates relative to the carrier so that other carriers may operate in the sealed portions of the tube, and also, to .prevent compressed air or fluid pressure \from leaking through the opening at which a particular container may be stopped. I

This application is a continuation of my copending application Serial No. 70,590 filed November 21, 1960, now abandoned; and which, in turn, is a continuation of my application Serial No. 844,958 filed October 7, 1959, and now abandoned. Application Serial No. 844,958, is a substitute for abandoned. application Serial No. 274,545.

It is another object of this invention to provide a tube of the character described wherein the container or the carriers which operate within said tube are provided with resiliant seals which substantially encircle the carriers and are adapted to slidably engage the corresponding portions of the wall of the tube and wherein series of concave rollers are mounted in the lower and upper portion of the tube for supporting the carrier as it moves through the tube so the lower .or upper portion of the carrier does not frictionally engage the tube during movement therethrough.

It is still another object of this invention to provide, in a tube of the character described, improved braking means for the carriers comprising a plurality of spaced radially movable, fluid pressure operated braking blocks mounted in the wall of the carrier tube, preferably in the lower portion thereof, said braking blocks being so spaced from each other longitudinally of the tube that at least two of the blocks will engage the lower surface of the carrier when actuated to thereby stop the carrier. Opposite ends of the braking blocks are tapered so the carrier will ride onto the braking blocks and will thus be stopped through frictional contact therewith.

Some of the objects of the invention having been stated, other objects will appear as the description proceeds, when taken in connection with the accompanying drawings, in which FIGURE 1 is a top plan view of the improved tube 2 construction with parts broken away and showing opposite ends of portions thereof and a closed access opening intermediate the ends of the tube adjacent which a container or carrier may be positioned for loading an unloading purposes;

FIGURE 2 is'an a levation looking up at the lower portion of FIGURE 1, showing the cover for the access opening in open position with a container or carrier positioned therein and also showing fluid pressure control tube therefor;

FIGUREB is an enlarged vertical sectional view taken along the line 33 in FIGURE 2;

FIGURE 4 is an enlarged fragmentary longitudinal vertical sectional view through one end portion of the tube taken substantially along the line 44 in FIG- URE 1 and showing a container or carrier therein and a cor-responding gate in open position, and also showing one of the braking devices in operating position;

FIGURE 5 is a vertical sectional view taken along the line 55 in FIGURE 4;

FIGURE 6 is an enlarged firagrnentary vertical sectional view [taken substantially along the line 66 in FIGURE 2, but showing the door or cover for the access opening in closed position.

Referring more specifically to the drawings,'the numeral 19 broadly designates a transportation tube which may be of any desired construction and may also be made from several thicknesses of dilierent types of materials, but which is shown as being made from metal in the drawings merely by'way of illustration. This transportation tube may extend (from one city or town to another or through several intermediate cities or stations. -The tube 10 is shown as being spaced substantially above the surface or ground indicated at G, but it is to be understood that the tube may be s-ub-terranean or subaqueous or partly below and partly above the surface, as desired. The tube is arranged so that it has opposite end stations, generally designated at A and B, respectively, and any desired number of intermediate stations may be provided, in this instance there being a single intermediate station illustrated which is indicated at C.

The transportation tube 10 is formed in tube sections, the tube sections which :form the opposite end stations A and B being indicated at 1 1 and '12 and the tube section of the intermediate station C being designated at 13. Completely cylindrical tube sections having uninternupted walls are provided between each adjacent pair of stations, there being :two such tube sections illustrated in FIGURES l and 2 and indiacted at 14 and 15. The tube sections 11, 12, 13, 14 and 15 are preferably axially aligned and the proximal ends of adjacent tube sections are connected to :gate assemblies, each gate assembly being broadly designated at 20*. Oifcourse, the transportation tube 10 may be curved at any desired point throughout its length and it may even be made in the form of a closed loop. In the latter instance, all of the stations would be constructed in the manner of the intermediate station C, the stations A and B, as illustrated, being employed only at opposite ends of a length of the transportation tube 10.

In this instance, the gate assemblies 20 also serve as means for supporting the transportation tube 10* in spaced relation above the surface G, but it is to be understood that since the gate assemblies would only be required adjacent intermediate or end stations, other supporting means may be provided at strategic points throughout the length of the solid tube sections 14 and 15 unless, of course, the transportation tube rests upon the surface G or isentirely or partly below the surface G.

Gate Assemblies Each of the gate assemblies 20 is in the form of an inverted substantially U-shaped housing formed with an upper arcuate wall portion 21 which surmounts the junctures of adjacent tube sections and which is formed integral with side wall or leg portions 22 and 23 whose lower ends are connected to opposite side edges or a bottom wall 24. Disposed within said housing is an inverted substantially U-shaped gate guide 25 which is provided with a groove or raceway 26 on the inner edge thereof. The upper portion of the inverted substantially U-shaped gate guide 25 has an internal radius substantially the same as that of the internal radius of the transportation tube sections and a gate 27 is mounted for vertical sliding movement in the raceway 26. The gate 27 is in the form of a broad relatively thin plate and has a curved upper edge 30 which, when in raised or operative position, fits in the upper portion of the raceway 26, thereby preventing fluid under pressure, such as compressed air or steam, or water from leaking past the gate 27. When the gate 27 is in lowered or inoperative position, as shown in FIGURES 3 and 4, the curved upper edge thereof is disposed below the level of the lower portion of the inner surface of the transportation tube to thereby permit the container or carrier to pass from one tube section into the next adjacent tube section and to also permit fluid under pressure to pass from one tube section into the next adjacent tube section.

The proximal ends of adjacent tube sections are suitably secured, as by welding or by any other suitable means, to the opposite sides of the gate guide 25 and/or opposite end walls 32 and 33- of the housing of the gate assembly 20. It will be noted that these end walls 32 and 3-3 are spaced from each other and suitably secured to the corresponding opposite surfaces of the gate guide 25.

Thus, the inner surface of the raceway 26- and the inner surfaces of the walls 32 and 3-3 of the inverted substantially U-shaped gate guide 25 define a piston chamber in which an elongated horizontal piston 34 integral with, or

' suitably secured to, the lower portion of the gate 27 has vertical sliding movement. There are various ways in which the piston 34 may be constructed and suitable air seals and the like may be provided in association therewith as exigencies may require. However, the piston 34 is shown somewhat schematically in FIGURES 3 and 4, wherein it is illustrated in the form of a relatively narrow solid bar whose opposite ends engage the proximal inner surfaces of the lower portion of the vertical side walls 22 and 23 of the inverted substantially U-shaped gate guide 25.

It will be noted in FIGURE 3 that the lower ends of the side portions of the raceway 26 are closed to form stop members 36 which limit downward movement of the gate 27, as effected by gravity, and thereby provides an air space between the lower edge of the piston 34 and the lower wall 24. Each of the housings has one end of a pipe 37 cornmunicatively connected to the lower end thereof which, as shown in FIGURES 3 and 4, penetrates the wall 32 at a point between the stop members 36. All of the pipes 37 are connected to a suitable source of fluid under pressure, as designated by a compressed air tank 40 in FIGURE 2. Each of the pipes 37 has a suitable control valve '41 interposed therein, all of the valves 41 preferably being disposed at a common location, such as in a control tower or the like. The valves 41 are only shown schematically, since it is evident that they may be of any desired construction and should be of a type which will either admit compressed air or 'water to the pipes 37 or exhaust compressed air or water therefrom, dependent upon the manner in which they are manually adjusted.

It is thus seen that, upon compressed air being admitted to the lower end of any one or more of the housings 20, the corresponding :gates 27 are caused to move upwardly to close the transportation tube at this point and to thereby prevent compressed air from passing between the corresponding adjacent tube sections. Of course, upon fluiduhder pressuresuch as compressed air or the like being released or discharged from the lower ends of the corresponding housings, the gate or gates 27 will then return to open or inoperative position, by gravity, as shown in FIGURES 3 and 4.

Container Supporting Rollers In order to minimize frictional movement of the container or containers longitudinally of the transportation tube 110, each of the tube sections 11 to 15, inclusive, is provided with two rows of longitudinally spaced concave rollers or wheels, the rollers or wheels in one row each being indicated at 44 and the rollers or wheels in the other row each being indicated at 45. The concavity of each of the rollers 44 and 45 preferably corresponds to the curvature of the outer surface of the container to be later described.

The two rows of rollers 44 and 45 are preferably spaced equal distances from each side of the lowermost point of the transportation tube and, in this instance, they are shown as being disposed radially of the longitudinal axis of the transportation tube 10 at points approximately 45 degrees each side of the lowermost point of the transportation tube 10, relative to the vertical axis thereof. Although, only two rows of roller-s or wheels are shown in the drawings, it is to be understood that a greater number of rows of rol-lers'may be employed, as desired.

The lower portion of each of the tube sections 11 to 15, inclusive, which are preferably circular in cross-section, is provided with rows of openings 46, there being one of these openings 46 for each of rollers 44 and 45 and upwardly through which portions of each of the rollers 44 and 45 project. The rollers 44 and 45 are each journaled in suitable substantially cup-shaped housings 47 suitably secured to the outer surfiace of the corresponding tube section and which thus seals the corresponding opening 46 to prevent fluid under pressure from escaping therethrough.

Carrier Construction The rounded bottom of at least one carrier or container, broadly designated at 50, is adapted to ride upon the rollers or wheels 44 and 45 as it is propelled through the transportation tube by fluid under pressure, such as compressed air, water, or steam. The carrier or container 50 comprises a cylindrical body 51 having closed substantially frusto conical ends 52 and 53. The lower portion of the cylindrical body 51 of the container or carrier 50 has a pair of longitudinally extending, circularly spaced stabilizing ridges, projections or guide portions 54 and 55 thereon whose proximal surfaces are spaced closely adjacent the remote ends of the respective concave rollers or wheels 44 and 45 to thereby prevent the container 50 from rotating as it is propelled along the transportation tube 10 in either direction.

It will be noted that the length of the cylindrical body 51 is such that the lower portion thereof engages two or more of the rollers 44 and two or more of the rollers 45 at all times, thereby insuring that the container or carrier 50 will not rub against the upper surface of the lower portion of the transportation tube 10. This also insures that the container or carrier 50 will remain in proper axial alignment with the transportation tube 10 at all times.

The cylindrical body 51 has a pair of longitudinally spaced curved air sealing elements 56 and 57 on the upper portions thereof whose opposite ends terminate against the remote edges of the longitudinally extending guide members or projections 54 and 55. These air sealing elements 56 and 57 are preferably made from a resilient material, such as rubber and the like, suitably secured to the upper portion of the cylindrical body 51 of the container 50 and whose outer radii conform to, or are slightly less than, the inner radius of the transportation tube 10.

It will be noted that each of the intermediate solid tube sections 14 and 15 (FIGURE 2) and each of the tube sections 13 at the stations C, only one of which is shown,

has fluid pressure pipes 60 and 61 communicatively connected to opposite ends thereof adjacent the corresponding gate assemblies 20. In other words, there is a pair of the pipes 60 and 61 disposed astride each of the gate assemblies 20. The pipes 60 and 61 are also connected to a suitable source of fluid under pressure, as exemplified by the compressed air tank 40. Each of the pipes 60 has a valve 62 interposed therein and each of the pipes 61 has a valve 63 interposed therein. The valves 62 and 63 are also preferably of the same type as the valves 41 and are also preferably disposed at a common location such as a control tower, not shown.

Assuming all of the gates 27 to be in open position,

' with the exception of the gate associated with the gate assembly 20 at the extreme left-hand portion of FIG- URES 1 and 2, and the container 50 to be at the station C it is evident that, upon fluid under pressure being admitted to the left-hand end of the tube section 13 or to either end of the tube section \14, the container or carrier 50 will be propelled from left to right due to the force of the compressed air against the end 53 thereof.-

It will be noted that the tube section 13 of the intermediate station C is provided with an access opening 65 which is adapted to be closed by a hinged cover, hatch or door 66 hingedly connected, as at 67, to the wall of the tube section 13 at one longitudinal edge of the opening 65. When the door or hatch 66 is in closedposition, it is suitably locked, as by latch members 70 which are pivotally connected to the lower portion of the door or cover 66 and whose free ends are adapted to be connected to suitable latch coupling members 71 suitably secured to and projecting outwardly from one side of the tube section 13 adjacent the lower edge of the opening 65. It is evident that the door 66 should be in closed position when compressed air is admitted to either end of the tube section 13 at the intermediate station or stations C.

The tubular body 51 of the container 50 also has a suitable access opening or hatchway 73 in one side thereof which is disposed at such level as to register with the access opening 65 in the tube section 13 when the container or carrier 50 is positioned at the station C as shown in FIGURES 2 and 6. The access opening 73 in the cylindrical body 51 of the container 50 is also normally closed by a hinged door or cover 75 which is hinged-1y connected to the cylindrical body Slat the upper edge of the opening 73, as at 76 and which may be locked in closed position in any desired manner. It will be noted that the access opening 65 in the tube section 13 is substantially larger than the access opening73 in the wall of the cylindrical body 51 of the container 50 so the hinged door or cover 75 may readily be swung upwardly to fully opened position from the position shown in FIGURE 6-.

Each of the end tube sections 11 and 12 at the respective stations A and B is cut away at the upper portion thereof so the end tube sections 11 and 12 are, in fact, more in the form of troughs and wherein the upper edges of the side portions of the walls thereof terminate on a level above the corresponding rows of rollers or concave wheels 44 and 45, but below the level of the access opening 73 in the wall of thecylindrical body 51 of the container 55. These end sections 11 and 12 may be of any desired length and may even be provided with branches of similar construction, for storing any desired number of containers or for loading and unloading purposes. As a matter of fact, the tube section or sections 13 may be of such length that more than one container may be disposed adjacent the opening 65 therein to facilitate loading and unloading more than one container at a time at the intermediate station or stations C. Although only a single container 50 is illustrated in the drawings, it is evident that any desired number of containers may be employed and the flow of fluid under pressure may be controlled so that several containers may move in the same direction at one time in spaced relation to each other or in juxaposition or two or more containers may be moving I 6 in opposite directions at the same time as will be later described.

Braking Means It is evident that, although the fluid under pressure may be released from the transportation tube 10, the momentum of the container 50 may be such that the container would not stop at the proper location. Therefore, I have provided an improved braking apparatus which is also controlled by fluid pressure and which comprises a plurality of radially movable brake blocks 80, there being one of these brake blocks 80' disposed adjacent each side of each of the intermediate gate assemblies 20* and there also being one of these brake blocks 80 disposed inwardly of each of the endmost gate assemblies 20.

In this instance, the brake blocks 80 are arranged in a row extending along the lowermost portion of the transportation tube 10, and it will be observed in FIGURES 4 land 5 that the bottom portion of each of the tube sections 13, 14, and has an opening 81 therein for each of the brake blocks 80. The upper central portion of each brake block'80 preferably extends substantially parallel to the longitudinal axis of the transportation tube 10 and the opposite end portions of the block 80 are beveled or inclined downwardly and outwardly, as at 82. Each of the blocks 80 has free radial movement in the corresponding opening 81 and the lower portion thereof (FIG- URES 4 and 5) is enclosed in a housing 83 having a cylinder portion 84 communicatively connected thereto in which a piston portion 85 integral with, or suitably secured to, the brake block 80 has radial sliding movement or long-i tudinal sliding movement.

The lower end of each of the cylinders 84 has one end of a pipe or conduit 86 communicatively connected thereto and, although individual controls may be provided for each of the brake blocks 80, it will be observed in FIG- URE 2 that the two cylinders 84 between adjacent pairs of gate assemblies are connected to opposite ends of a common pipe 86 to which a pipe 87 is connected. All of the pipes 87 are connected to a common pipe 90 which extends to a suitable source of fluid under pressure, as embodied in the compressed air tank 40. A suitable valve 91 is interposed in the pipe 90 and is preferably of the same type as the valves 41 and is preferably located at a place common to all of the valves 41, 62, and 63, such as a control tower, not shown.

It is thus seen that, upon compressed air being admitted to the pipe 90, all of the brake blocks 80 are caused to move upwardly and due, partially, to the frusto-conical shape of the ends 52 and 53 of the container 50 and, partially, to the inclined edges 82 of the blocks 80, the moving container 50 will engage and ride onto the corresponding block or blocks 80 which will then frictionally engage the lower surface of the cylindrical body 51 of the container or carrier 50, thereby restraining the container 50 from further movement.

Method of Operation There are many dilterent ways in which the improved transportation tube may be employed and operated and, first, it is to be assumed that all of the gates 27 are in lowered or open position and that a container 50 is positioned at the station C. In this instance, all of the valves 41, 62, 63, and 91 may be closed to prevent fluid under presure from entering the corresponding portions of the transportation tube 10 and to permit all' of the gates 27 to assume the opened position shown in FIGURES 3 and 4. At this time, it is preferable that the valve 91 is open to permit compressed air or water to enter the cylinders 84and whereby the brake blocks 80 adjacent the container 50 will prevent inadvertent movement thereof. The door 56 is then opened, after which the door 75 is opened, to permit access to the interior of the container 50 for loading cargo therein and/or'removing cargo therefrom. i

When the container 50 has been loaded, the doors 75 and 66 of the container 50 and the tube section 13, respectively, are closed and latched, whereupon the container 50 may be moved in either direction by fluid pressure. To this end, if the operator desires to move the container to the right from the position shown in FIGURE 2, the operator may then close the gate associated with the gate assembly disposed to the right of the container 50 by opening the corresponding valve 41 to admit compressed air to the lower end of the housing formed by the walls 21, 22, 23, 24, 32 and 33 and whereupon the corresponding gate 27 will be forced upwardly by the fluid under pressure from the tank 40. v

The valve 63 in the pipe 61 connected to the right-hand end of the tube section 13' is then open to admit fluid under pressure to the right-hand end of the tube section 13 which will thus propel the container 50 along the transportation tube from right to left in FIGURE 2. Of course, the valve 91 is opened at substantially the same time that the desired valve 63 is closed to thereby release the fluid pressure from the cylinders 84 and to permit the brake blocks 80 to moves downwardly, by gravity, out of I the path of travel of the container 50.

It is evident that, as the container 50 moves from right to left in FIGURE 2, the air in front of the same will escape through the corresponding open end of the tube section 11 and, if the operator so desires, the container 50 may be thrown out of the tube section 14 onto the end of the chute or trough formed of the tube section 11 and it will then move therealong due to its momentum. On the other hand, the valve 63, which was previously opened, may be closed before the container 50 reaches the left-hand end of the tube section '14 and the braking means at the left-hand end of the tube section 14'1nay be momentarily operated by opening the valve 91 for retard ing movement of the container 50 from right to left in FIGURE 2 so that it will stop upon entering the trough portion of the end tube section 11.

It is evident that the container 50 can also be caused to move from left to right from the position shown in FIG- URE 2 by operating the proper valves to control the gate associated with the gate assembly 20 at the left-hand end of the tube section 13 and to direct compressed air through the pipe 60 into the left-hand end of the tube section 13.

In the event that the container 50' is disposed in either of the trough portions of the respective tubes 11 and '12 at the respective stations A and B, the container may be manually or otherwise propelled into the corresponding adjacent tube sections 14 or 15 and whereupon the adjacent endmost gate 27 would be closed and compressed air admitted to the corresponding end of the corresponding solid tube section for propelling the container 50 in the corresponding direction along the transportation tube 10*.

-'It is evident that, if the operator desires to stop the container at the intermediate station C during its course from either end of the transportation tube 10, the proper control valves may be manipulated for this purpose in the same manner as that previously described for stopping the container adjacent the left-hand end of the tube section 14.

Now, in the event there are several intermediate stations like the station C provided throughout the length of the transportation tube 10', and more than one container is disposed in the tube at one time, it is evident that an intermediate gate between adjacent containers or carriers may be closed and fluid under pressure admitted to the transportation tube at opposite sides of the closed gate and whereupon the containers on opposite sides of the gates will move in opposite directions.

It is thus seen that I have provided an improved tube transportation system wherein the transportation tube may extend for considerable distances, such as through several cities, towns or the like and also wherein a series of individually controlled gates are provided to facilitate propelling a container or containers through the tube by fluid pressure. Also, individual means are provided for controlling the admittance 'of fluid under pressure to opposite ends of each tube section disposed between adjacent gate assemblies to also control the direction of movement of the container or carrier through the tube as well as facilitating control of the speed at which the container moves.

This also permits the use of any desired number of intermediate stations, such as the station C in FIGURES 1 and 2 and, further, provides means whereby the gates, the means for controlling movement of the container and the braking means may all be controlled from a single location, such as a control tower. Of course, it is contemplated that suitable photoelectric or other means may be provided in the transportation tube connected to a suitable indicator in such a control tower to thereby indicate to the operator the exact position of the container or containe'rs within the tnansportation tube 10. Such indicator means in the control tower does not constitute a part of the present invention and is merely described to enhance the practicability of the present invention and an illustration thereof is deemed unnecessary.

in the drawings and specification there has been set forth a preferred embodiment of the invention and, although specific terms are employed, they are used in a generic and descriptive sense only and not for purposes of limitation, the scope of the invention being defined in the claims.

I claim:

1. In an elongated transportation tube, at least one container adapted to fit'in said tube and to move longitudinally thereof, at least one row of rollers positioned in the lower or upper portion of said tube and on which said container is adapted to ride during movement thereof along said tube, a series of spaced gate assemblies interposed in said tube, a movable gate in each gate assembly, selectively controlled means for admitting fluid under pressure into said transportation tube at points adjacent opposite sides of each of said gate assemblies, selectively controlled fluid pressure means for selectively closing and opening said gates, each gate being so arranged as to interrupt the flow of compressed air through said transportation tube at that particular point when the gate is in closed position, a plurality of longitudinally spaced braking blocks carried by said tube and normally assuming inoperative positions out of the path of travel of the container within said tube, and manually controlled fluid pressure operated means for moving said braking blocks into the path of travel of said carrier for stopping movement thereof.

2. An improved tube system comprising an elongated transportation tube being open at both ends and having at least one opening disposed intermediate the ends thereof, a container movable longitudinally within said transportation tube and also having an access opening in one side thereof registrable with the opening in said tube, a first door for the opening in said tube, a second door for the opening in said container, a normally open radially movable gate disposed adjacent opposite ends of said tube, at least one normally open radially movable gate interposed in said tube adjacent each end of the opening in said tube, selectively operable means for admitting fluid under pressure to the gates for closing the same, means for admitting fluid under pressure to the transportation tube at points closely adjacent the proximal portions of said gates disposed adjacent the opening in the tube, selectively operable means for admitting fluid under pressure to the transportation tube immediately inwardly of each of said gates disposed adjacent opposite ends of the tube, for propelling the container in either direction along said tube, a plurality of longitudinally spaced braking blocks positioned in the lower portion of said transportation tube and being mounted for radial movement therein, manually controlled fluid pressure operated means for moving said braking blocks inwardly, and the opposite ends of each braking block being tapered outwardly and 9 radially relative to the axis of the transportation tube whereby the braking blocks may be moved into operative position prior to the container approaching a braking block and the container will ride thereonto and further movement of the container :will thus be restrained thereby. 5

References Cited in the file of this patent UNITED STATES PATENTS Kelly Jan. 23, 1894 10 Waterhouse Nov. 1, 1910 Burton July 24, 1917 Knox July 7, 1931 Morehouse July 14, 193-1 Jennings et a1 Aug. 16, 1932 Sullivan Apr. 11, 1961 

1. IN AN ELONGATED TRANSPORTATION TUBE, AT LEAST ONE CONTAINER ADAPTED TO FIT IN SAID TUBE AND TO MOVE LONGITUDINALLY THEREOF, AT LEAST ONE ROW OF ROLLERS POSITIONED IN THE LOWER OR UPPER PORTION OF SAID TUBE AND ON WHICH SAID CONTAINER IS ADAPTED TO RIDE DURING MOVEMENT THEREOF ALONG SAID TUBE, A SERIES OF SPACED GATE ASSEMBLIES INTERPOSED IN SAID TUBE, A MOVABLE GATE IN EACH GATE ASSEMBLY, SELECTIVELY CONTROLLED MEANS FOR ADMITTING FLUID UNDER PRESSURE INTO SAID TRANSPORTATION TUBE AT POINTS ADJACENT OPPOSITE SIDES OF EACH OF SAID GATE ASSEMBLIES, SELECTIVELY CONTROLLED FLUID PRESSURE MEANS FOR SELECTIVELY CLOSING AND OPENING SAID GATES, EACH GATE BEING SO ARRANGED AS TO INTERRUPT THE FLOW OF COMPRESSED AIR THROUGH SAID TRANSPORTTION TUBE AT THAT PARTICULAR POINT WHEN THE GATE IS IN CLOSED 